Perhaps Capacity is Not King
I don't want to derail the current "charging AGM batteries" thread more than I already have. During the course of that thread I was shopping for AGM batteries, trying to determine which ones could ...
Forum Discussion
Thanks for measuring BFL.
105 A/h certainly does not give me much buffer, but In the last 7 years there have been less than a dozen times that I have brought my batteries more than 70 A/h from full. and most of those times it was intentional and it was difficult for me to be that knowingly 'wasteful.'
Last night was especially painful, as I was drawing both batteries down but separately, all while being plugged in, and not using the grid at all. Mena made me so suspicious of the battery distributor I stayed up all night performing my load test on both batteries, leaving the Crown to discharge as it would day to day usage( but not staying up all night with laptop on), and running the northstar down to 11.6 with a constant 255 watt load, not including inverter inefficiency or Peukert. I also wanted to recharge it in accordance with what Odyssey recommends ( or as close as My Schumacher can orivide) for their batteries in deep cyclic use, and a 12.99 VOC 7 hours after removing it from the charger was a sigh of relief.
The US battery 31 will fit. If it is of a respectable weight indicating 130 a/h is feasible I'll likely go for that rather than the 105ah 27 based on your concerns BFL. It having the same shape and size case as the crown 31 made me suspicious, but that does not mean the internals are the same or weigh the same.
Perhaps Mex knows if there are BCI Jar makers which sell to multiple manufacturers.
I'm Not really afraid to cycle the Northstar either, but I will see how it does in the morning starting my engine.
I might get a turnigy meter just to keep track of that battery's discharge.
What I always hated was not having usable capacity from the engine battery. It was always like a 50 lb paperweight when a 5 pound paper weight would have been sufficient.
Yesterday morning before I drove to get the new batteries, I moved my compressor fridge to the engine battery, and a half hour later tried to start the engine. It could not do it. that was how little capacity was left in that battery, yet when keeping it topped up all the time, and having my engine start so easily, I never knew just how weak it was. I suspected, but that confirmation of removing no more than 1 Ah from it was the tipping point, was an eye opener
105 A/h certainly does not give me much buffer, but In the last 7 years there have been less than a dozen times that I have brought my batteries more than 70 A/h from full. and most of those times it was intentional and it was difficult for me to be that knowingly 'wasteful.'
Last night was especially painful, as I was drawing both batteries down but separately, all while being plugged in, and not using the grid at all. Mena made me so suspicious of the battery distributor I stayed up all night performing my load test on both batteries, leaving the Crown to discharge as it would day to day usage( but not staying up all night with laptop on), and running the northstar down to 11.6 with a constant 255 watt load, not including inverter inefficiency or Peukert. I also wanted to recharge it in accordance with what Odyssey recommends ( or as close as My Schumacher can orivide) for their batteries in deep cyclic use, and a 12.99 VOC 7 hours after removing it from the charger was a sigh of relief.
The US battery 31 will fit. If it is of a respectable weight indicating 130 a/h is feasible I'll likely go for that rather than the 105ah 27 based on your concerns BFL. It having the same shape and size case as the crown 31 made me suspicious, but that does not mean the internals are the same or weigh the same.
Perhaps Mex knows if there are BCI Jar makers which sell to multiple manufacturers.
I'm Not really afraid to cycle the Northstar either, but I will see how it does in the morning starting my engine.
I might get a turnigy meter just to keep track of that battery's discharge.
What I always hated was not having usable capacity from the engine battery. It was always like a 50 lb paperweight when a 5 pound paper weight would have been sufficient.
Yesterday morning before I drove to get the new batteries, I moved my compressor fridge to the engine battery, and a half hour later tried to start the engine. It could not do it. that was how little capacity was left in that battery, yet when keeping it topped up all the time, and having my engine start so easily, I never knew just how weak it was. I suspected, but that confirmation of removing no more than 1 Ah from it was the tipping point, was an eye opener
